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F. MATHEWS.

SWITCH FOR RAILWAYS. j No. 558,995. Patented Feb. 4. 1896.

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No 553,995. 1 Patented Feb. 4, 1896.

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UNITED STATES I FREDERICK MATHEWS,

OF NEWV YORK, N. Y.

SWITCH FOR RAI LWAYS.

SPECIFICATION forming part of Letters Patent No. 553,995, dated February 4, 1896.

Application filed March 11, 1895. Serial No. 541,220. (N0 model.)

To aZZ whom it may concern:

Be it known that I, FREDERICK MArHEws, a citizen of the United States, residing at New York city, in the county and State of New York, have invented a certain new and useful Improvement in Switches for Railways, of which the following is a specification.

My invention relates generally to that class of switches for railways in which the switch is adapted to be operated by some device connected with a moving car, and is especially designed for cable railways or for railways where some of the cars are propelled by a moving cable and some by other means.

The object of my invention is to provide a simple and efficient switch, which will possess certainty of action under all conditions of traffic and weather, and which will not get out of repair easily.

My invention consists of the improved construction and arrangement of parts hereinafter fully described and claimed.

In the accompanying drawings, Figure 1 is a plan view of a section of cable railway, showing main and branch lines and the im proved switching devices in position. Fig. 2 is a plan view of a straight section of cable railway, showing a junction with a branch railway, the cars on which are operated by some power other than a moving cable and the arrangement of switching devices for such a junction. Fig. 3 is a plan view of a section of cable railway including a curve, showing a junction with a branch railway, the cars on which are propelled by .power other than the cable, the branch continuing in a straight line with a portion of the main line, and showing the arrangement of switching devices for such a junction. Fig. 4 is a crosssection on the line 4 4, Fig. 1. Fig. 5 is a cross-section on the line 5 5, Fig. 2. Fig. 6 is a detail View on the line 6 6, Fig. 1, showing bearing for switch-point; and Fig. 7 is a detail view on the line 7 7, Fig. 1, looking in the direction indicated by the arrow.

A O is the main line, B is the branch, r r are the rails, and S the slot of the conduit in which the cable travels, through which slot projects the grip rod or shank with which all cable cars are provided.

01 is a switch-point, by shifting which the track may be set for the main line or for the connected at its widest end to the lever 17.

branch, according to the character of shank on the car.

Referring now more particularly to Fig. 1, a is a main lever located within the cableconduit, supported by suitable means therein, and pivoted atp, it being so located that throughout its entire length it is in close proximity to the cable-slot. Z) is a shorter lever pivoted at q. o is a similar short lever pivoted at t. The switch-point cl is rigidly e is a point or tongue similar to cl for the purpose of guiding the grip-rod into the slot of the line over which the car is to pass. It is rigidly connected at its widest end with the lever c. f is a rod or bar joining the levers a and b and pivoted to each. g is a connection joining the levers b and c and pivoted to each. In order that this connection may pass beneath the cable and thus avoid interference with the grip-rods of passing cable cars, it is given a curved form, as shown in Fig. 4, 1: indicating the cable. m and n are springs attached to the ends of the levers a and 0 respectively. The said springs m and n are also attached to the cable-conduit at the points y and z respectively, it being understood that thesaid conduit at a junction shall be constructed of sufficient size to contain those portions of my switching device located beneath the surface of the track. The conduit is shown at F.

h indicates the grip-arm of a cable car, to which may be attached a lug or projection '6, adapted to come into contact with the side of the lever a shortly after passing the point at which the said lever is pivoted.

From the foregoing description of parts the manner of operation of the switching device will be readily understood. The switch is shown in Fig. 1, as well as in the other fig ures, in the normal position, and in that position will guide a car onto the branch, it being understood that cars for the branch are not provided with means for operating the switch, A car which it is desired shall continue on the main line has attached to its griprod the lug before mentioned, which, pressing against the longer arm of the lever a and overcoming the pull of the springs m and 'n, shifts the switch-points d and e from their normal position, said switch-points being connected by the system of levers hereinbefore described, and causes the car to continue on the main line. The points are securely held for the main line until the lug has passed clear of the lever a, when they are returned to the normal position by the springs. If desired, the lug i may be provided with an antifriction-roller In the arrangement shown in Fig. 2 the switch-point d is rigidly attached to lever b,

which is pivoted at q. The spring 17." is attached to the end of this lever and the main lever a is connected with the switch-point d by the rod or bar 7a.

In the arrangement shown in Fig. 3 the main lever a is curved to correspond with the curve of the cable-slot. The lever Z) is pivoted directly to the lever a? at m. The spring 12 is attached to the switch-point (I, as shown.

Fig. 0 sho ws,on an enlarged scale,the means for supporting the end of the point e. The portions 3 s are cut out of the plates forming the sides of the cable-slot. The point rests 011 one or the other of the seats thus formed, depending on the position of the said point.

In the arrangements shown in Figs. 2 and 3 a point corresponding to c, Fig. 1, is not needed, as the cable-slot does not branch.

Hitherto great diiiiculty has been experienced with switches of the class to which my invention relates in keeping the parts adjacent to the points free from accumulations of dirt and, in the winter, of snow and ice. To obviate this difficulty I provide an open space or receptacle D, into which snow or dirt may fall, which would otherwise interfere with the movement of the switch-point. Over this receptacle is placed a grating, comprising the rods 0, which serves as a support for the switch-point.

u is a coil of pipe through which some heating mediumfor instance, steammay be caused to circulate for the purpose of melting accumulations of snow or ice within or in the vicinity of the receptacle D. l is a pipe by which the said receptacle may be drained.

Having thus described my invention,what I claim as new, and desire to secure by Letters Patent, is-

1. In a switch for cable railways or railways operated partly by cable and partly by other motive power, a rail-switch point, springs to hold the switch-point normally in one position, a main lever pivoted so as to be normally at an angle to the main-line slot, eonneetions between said lever and said switchpoint, and a projection carried by the car arranged to press continuously against the main lever and to move the same to and hold it in a position approximately parallel to the main-line slot as the car approaches and passes the switch, whereby said switch-point will be shifted and held firmly in such position during the passage of the car, substantially as set forth.

2. In a switch for cable railways, a railswitch point and a grip-switch point connected together, springs to hold the switchpoints normally in one position, a main lever pivoted so as to be normally at an angle to the main-line slot, connections between said lever and said switch-points, and a projection carried by the car arranged to press continuously against the main lever and to move the same to and hold it in a position approximately parallel to the main-line slot as the car approaches and passes the switch, whereby said switch-points will be shifted and held firmly in such position during the passage of the ear, substantially as set forth.

3. In a switch for cable railways or railways operated partly by cable and partly by other motive power, and wherein the main cableline is curved, the branch being straight, a rail-switch point, springs to hold the switchpoint normallyin one position, aeurved main lever pivoted so as to be normally at an angle to the main-line slot, connections between said lever and said switch-point, and a projection carried by the car arranged to press continuously against the main lever and to move the same to and hold it in a position approximately parallel to the main-line slot as the car approaches and passes the switch, whereby said switch-point will be shifted and held firmly in such position during the passage of the car, substantially as set forth.

This specification signed and witnessed this 27th day of February, 1805.

FREDERICK MATHEIVS.

Witnesses:

EUGENE CONRAN, GEORGE E. SIMPSON. 

